Motor-vehicle transmission mechanism



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SORPRATION 0F DELAWARE.

MOTOE-VEEXCLE TRWSBXSSION MEGHSM.

Application :tiled 'Eday 3l, i922. serial No. 564,702.

nisms for such vehicles, and it has for one of its objects to provide a relatively simple, compact, and easily assembled change-speer` gear structure for permitting the disconnecting of the change-speed gears from both the driving motor and the driven member et such vehicles at the time the gears are changed.

Another object or' my invention is to provide means inter'loelred with the motor controlling mea-ns to permit the reclosing" of an`auxiliary clutch installed between the change-s eed gears and the driven member only un ler predetermined conditions of operation ofthe motor.

My invention is closely related to, and an improvement on, the invention disclosed and claimed in my Patent No. 1,396,074: issued November 8, 1921, to which patent reference will be hereinafter made. lin developing the invention disclosed 'in the above numbered patent it was found desirable to incorporate certain details of construction in order to provide a unitary, compact, and 'rugged structure which would stand up under the operating conditions usually encountered in motor vehicles.

My invention embodies a change-speed gear casing having bearing members operatively supported thereby. A driving' shaft extends into the casing rotatably supported by a bearing member and has its outer end operatively connected to one part of a main clutch, the other part of which is directly connected to the shaft of the driving engine or motor. A shaft structure comprises a short shaft located inside of the casing with its outer end rotatably mounted in the inner end of said driving shaft and its other end located in and secured to the inner end of a driven shaft rotatably supported by a second bearing. 'llhe outer end of the driven shaft may be o eratively connected to the usual drive sha t of a motor vehicle. The inner end of the driven shaft is provided with a hollow shaft.

pluralit of clutch-aw projections, the longitudina surfaces o which are beveled as disclosed in my hereinbefore mentioned patent. An exteriorly-splined hollow shalt, rotatably mounted on the short shaft, carries the usual gears which may be caused to selectively engage co-operating change-speed gears mounted on the usual counter shaft also 1o-y cated in the casing. l provide a second jaw clutch member also located on the hollow shaft immediately adjacent to the co-operating' jaw-clutch member which constitutes an integral part of the driven shaft. l provide the usual toot pedal lever for actuating the main clutch and for selectively actuating the jaw Clutch member located on the splined l provide also a means interlocked with the usual foot accelerator lever controlling the-operation ot the engine or motor, the means permitting the movable the stationary jaw-clutch member, but'preventing the re-engagement thereof, .except under pre-determined conditions of operation of the motor.

ln the single sheet of drawings- A Figure 1 is a view, partly in side elevation and partly in section, of the driving mechanism of a motor vehicle in which is incorporated the device embodying my invention.

Fig. 2 is ay view, in partial cross section thereof, taken on the line 11-11 thereof and,

Fig. 3 is a View of a portion of the mechanism, in side elevation, and enlarged to show more clearly the details of construction.

Referring more particularly to Fig. 1 an engine 10 of any standard design operates to drive an automotive vehicle, here re resented by a rear or driving wheel 11. yne part 12 of a standard friction clutch is mounted on an extension 13 ofthe engine shaft and a co-operatin clutch member 14 change speedA .jaw-clutch member being disengaged from is mounted on a short s aft 15, one end of extension'ofthe clutch member 14. A spring 20 normally presses the clutch member 14 against the'clutch member 12 and is compressed by the action of the clutch pedal lever 17 when it is desired to dis-engage member 14 from member 12. While I have illustrated a specific design of clutch it is to be understood that a clutch of any suitable type may be employed.

A set of change-speed gears is mounted on a counter shaft 21 and a, reverse gear and shaft (not shown) are also provided, both of these being of the usual standard design and construction. A front bearing member 22 and a rear bearing member 23 are located in opposite walls of the casing 16 and operatively supported thereby in any manner usually em loyed in the art. The inner end of the sha t 15 comprises portion 24 having longitudinally extending teeth, this being substantially the construction usually provided in such mechanisms. While I have shown this portion 24 as being integral with the shaft 15, this portion may be made separate from the shaft 15 and be suitably secured thereto. The portion 24 is provided with an axial chamber 25 within which is located a. suitable bearing shell 26.

A short shaft 27 has its outer end extending into and supported by the bearing member 26 to permit of relative rotation of the two members. The bearing 26 is made relatively long in order to provide ample bearing surface for the shaft, as well as to ensure that the axial alinement of the shaft 15, the portion 24, and the shaft 27 shall continue during the life of the device. At its other end the shaft 27 extends into and fits tightly within a chamber 28 formed in a driven shaft member 29 which is rotatably sup orted by the bearing member 23. The sha 27 extends a relatlvely long distance into the member 29 in order to ensure the continuance of the axial alinement of the two members, and to obtain a relatively stiff and non-bending built-up member. A coupling member 31 may be suitably secured to the outer end of the member 29 and be connected to a driven shaft located in the torque tube 32, a universal coupling being located in a coupling housing 33 in a manner well known in the art.

An exteriorly-splined hollow shaft 34 is rotatably mounted on the short shaft which, as indicated particularly in Figs. 1 and 2 of the drawing, has its intermediate portion of relativey smaller diameter than its end portions. f desired, bronze bushings 35 may be provided on the inside of the hollow shaft 34 at each end thereof, to operate as bearings at the times when the hollow shaft 34 `rotates on the short shaft 27. The usual change-speed gears l36 and 37 are located on the hollow shaft, and have splined internal surfaces as is well known in the art to permit the gear wheels to have longitudinal movement on the supporting shaft but to rotate, therewith. The usual mechanism for A shown). As the details of this part of the p device form no part of my invention, and as it is a standard part of the usual gear shift mechanism it is not believed necessary to illustrate or to describe the same in detail.

rlhe inner end ofthe driven member 29 is provided wth'an integral laterally extending flange portion 41, which constitutes a multiple-jaw clutch member of the particular type described and claimed in my above mentioned patent. In general, the flange 41 is provided with a plurality of longitudinally extending jaw clutch members, the axial surface of each of which is inclined in a circumferential direction as described in the patent above referred to and illustrated in Fig. 3 of the drawing. A co-operating multiple-jaw clutch member 42 is slidably mounted on the splined hollow shaft whereby it is caused to rotate therewith but may be moved longitudinally thereon. The member 42 is provided with a plurality of cooperating jaw portions permitting it to operatively engage the member 41 to drive the same.

The member 42 is moved longitudinally on the hollow shaft by a link member 43 having a lost motion connection with and actuated by the foot pedal. A turnbuckle 44 may be provided in the link 43 to permit of adjusting the length, these two features being also described and claimed in the above numbered patent. A short shaft 45, operatively connected to the link 43 is longitudinally movable in supporting lugs 46 depending from the upper portion of the casing. The upper end of a forked shifting lever 47 is secured to the member 45 while the lower end tits into a groove `in the member 42, and a spring 48 is located between the member 47 and the lug 46 to resiliently force the clutch member 42 into operative enga-gement with the rear clutch member 41.

An accelerator pedal 49 is connected in the usual manner to the throttle lever 51 controllin the operation of the engine. It is not believed necessary to illustrate this feature in detail as it forms no part of my invention and any construction desired may be employed. A rearwardly extending link member 52 is connected to the lower end of the accelerator pedal 49 and has its rear end pivotally connected to' a bell crank lever 53 which is pivotallymounted on a suitable portion of the casing 16. The forked end of the horizontal portion of the lever 53 loosely engages a vertically extending locking member 54, the upper end of which is so formed lll) aaa-isti as to be supported by the end of the hori- Zontal portion of the lever 53. rl`he lower end of the member 54 is provided with a beveled rear surface and a sharp front edge to operatively engage a notch 55 in the upper end of the forked member 47. A spring 56 is located on the intermediate portion of the member 54 in such position as to resiliently force the member 54 downwardly against the member 47.

The operation of the device is substantially as follows2`under ordinary conditions of operation, as when changing from low to intermediate or from intermediate to high, the operator need only move the foot pedal lever 17 forward a relatively small amount to cause the two portions of the main clutch to be disengaged, after which the gears can be shifted in the usual manner. When it is desired however, to change from high to intermediate, or from intermediate to low, the operator pressesthe foot pedallever 17 forward as far as possible, thus causing not only the main clutch to be disengaged or to open, but also the auxiliary clutch compris ing the members 41 and 42 to be disengaged from each other. lllhis results in disconnecting the hollow shaft 34 carrying the change-V speed gears 36 and 37 not only from the driving-engine, but also from the driven portion comprising the rear wheels and the other. parts of the vehicle operatively connected thereto. rThe mass of the shaft 34 and of the gear wheels 36 and 37 is relatively small, and it is therefore possible to easily and quickly' cause the proper gears to mesh, either to give the intermediate or the low speed as may be desired. When the operator moves t-he lever 17 forward to its fullest extent the member 42 is disengaged from the member' 41 and the member 47 occupies substantially the position indicated in Fig. 3 of the drawing,lthe lower end of the locking member 54 being located in the notch 55, and for the time being, preventing the rearward movement of the member 47 andv of the member 42 controlled thereby caused by the vspring 48. As more particularly described in my above mentioned patent in order to permit-the re-engagement of the two members 41 and 42, it is necessary to momentarily cause the speed of the member 42 to increase above that of the member 41. This action requires the movement of the accelerator pedal 49 by the operator, and this movement raises the member 54, causing its lower end to move out of the notch 55 and permitting the spring 48 to resiliently press the multiple-jaw clutch member 42 into operative lengagement with the member 41. lf the speed of the member 42 is made momentarily greater than that of the member 41 the relatively light spring 48 causes the two jaw clutch members to again operatively engage each other. lf it is desired to coast down a long andsteep hill, the above described operations permit of easily and safely changing from high to intermediate or even to low gear and provide a relatively'` strong braking action which may be still furtherrincreased by interruptin@ the ignition circuit.

rl`he device embodying my invention thus provides a built up structure, comprising a driven shaft portion, a supporting shaft, and a splined hollow shaft located thereon, the driven shaft and the short supporting shaft beingfso'secured together as to provide a relatively stid structure for a transmission mechanism for motor vehicles. providing a relatively long bearing for the outer end of the short shaft in the inner end of the driving shaft, l obtain relativelyv great rigidity, the result being thatv the driving shaft and the driven shaft are maintained in substantiallyaxial alinement under all conditions of operation.

By interlocking the means for returning the movable jaw clutch member to its normal operative position, with the means for controlling the motor, l prevent any engagement of the opposing beveled clutch jaw `surfaces until such time as the operator is ready to permit of their re-engagement and takes the necessary steps to ensure the same by operating the foot accelerator pedal to cause the engine'to momentarily increase its speed.

While ll have shown a specific embodiment of my invention, various changes may be made therein without departing-from the spirit and scope of' my invention, and l desire that only such limitations shall be placed thereon as are imposed by the prior art or are specilically set forth in the appended claims.

l claim as my invention:

1. 1n a transmission mechanism, in combination, a driving member, a power transmitting and gear-wheel-supporting member comprising a short shaft havin its outer end rotatably supported in said driving member, a driven portion in axial alinement with said short shaft and a jaw-clutch member intermediate said power transmitting member, an exteriorl-y splined hollow shaft rotatably mounted on. said short nshaft, change-speed gear wheels on said splined hollow shaft operatively and selectively associated lwith said driving member, a jaw- `clutch member located on said splined hollow shaft and manuallypoperable means for v said motor, a driving4 shaft .having one end operatively connected to said main clutch, a power-transmitting and gear-wheel-supporting member Vcomprlsmg a short shaft having its outer end rotatably supported 1n the end of said driving shaft, a driven portion axially alined with said short shaft, a jaw-clutch member on said driven portion, and an exteriorly-splined hollow shaft rotatably mounted on' said short shaft and having the change-speed gear wheelsmounted thereon, a jaw-clutch member on sald hollow shaft, and manually o erable means for selectively actuating sai main clutch and sald last named jaw-clutchmember.

3.- In a transmission mechanism, in combination, a casing, a driving member proJecting into said casing and rotatably supported thereby, a driven member rotatably supported by and projecting into said casing 1n axial alinement with said driving member and having a jaw-clutch portion integral therewith and located inside of said casing, a short shaft having one end extending into and rotatably supported by said driving member, and having its other end projecting into and ttingA tightly in said driven member, an exteriorly-splined hollow shaft rotatably mounted on said short shaft, changespeed gear wheels .on said hollow shaft, a

L second jaw-clutch portion mounted on said hollow shaft, and means for causing said second jaw-clutch portion to operatively engage or be disengaged from said first named jaw-clutch portion.

4. In a transmission mechanism, in combination, a driving member, a power transmitting and gear-wheel-supporting member comprising a short shaft having its outer end rotatably supported in said driving f member, a driven portion in axial alinement with said short shaft and a ljaw-clutch member intermediate said power transmit- -ting member, an exteriorly-splined hollow shaft rotatably mounted on said short shaft, change-speed gear wheelson said splined hollow shaft operatively and selectively associated with said driving member, a jawclutch member located on said splined hollow shaft, manually operable means for causing said last named jaw-clutch member to engage or be disengaged from said first named jaw-clutch member, and means for preventing the engagement 'of said jawclutchv members under predetermined conditions of operation of said driving member.

5. -In a motor vehicle,rin combination, a motor, a driven member. change-speed gearing operatively connecting said motor and said driven member, a main clutch for disconnecting said change-speed gearing from said motor, a driving shaft having one end operatively connected to said main clutch, a power transmitting and gear-wheel-supporting member comprising a short shaft having its outer end rotatably lsupported in the end of said driving shaft, a driven portion axially alined with said short Shatt, a jaw-clutch member on saidV driven portion, and an exteriorly-splined hollow shaft rotatably mounted on said short shaft and having the change-speed gear wheels mounted thereonl a jaw-clutch member on said hollow shaft, manually operable means for actuating said main clutch land for causing said last named jaw-clutch member to engage or be disengaged from said rst named jaw-clutch member, and means for permittingl the reengagement of said jaw-clutch portions only under predetermined conditions of operation o said motor.

6. In a motor vehicle, in combination, a motor, means for controlling the operation of said motor, a driven member, changespeed gears operatlvely connecting said motor and said driven member, a. main clutch connecting said motor and said change-speed gears, an auxiliary multiple-jaw clutch connecting said change-speed gears and said driven member, manually operable means for actuating said main clutch and said auxiliary clutch to their open and their closed positions and means interlocked with Said motor controlling means for' controlling the reclosing of said auxiliary clutch.

7. In a motor vehicle, in combination, a motor, means for controlling the operation of said motor, a driven member, changespeed gears operatively connecting said motor and said driven member, a main clutch Anecting said change-speed gears and said driven member, manually operable means for actuating said main clutch and said auxiliary clutch to their open and their closed positions and means interlocked with said motor controlling means for permitting the reclosing of said auxiliary clutch only under predetermined conditions of operation o1 said motor.

8. In a motor-vehicle, in combination, a motor, means for controlling the operation of said motor, a driven member, changespeed gears operatively connecting said m0- tor and said driven member, a main clutch connecting said motor and said change-speed gears, an auxiliary multiple-jaw clutch connecting said change-speed gears and said driven member, manually operable means for actuating said main clutch and said auxiliary clutch to their open and their closed llO insiemi 9. ln a motor vehicle, in combination, a motor, means for controlling the operation of said motor, a driven member, changespeed gearing operatively connecting said motor and said driven member, a main; Clutch for disconnecting said change-speed gearing from said motor, a' driving shaft having one end operatively connected to said main clutch, a power-transmitting and gear- Wheel-supporting member comprising a short shaft having its outer end rotatably supported in the end of said driving shaft, a driven portion axially alined With said short shaft, a jaw-clutch member on said driven portion, and an eXteriorly-splined hollow shaft rotatably mounted 'on said short shaft, and having the change-speed gear wheels mounted theieoma jaw-clutch member on said hollow shaft, manually operable means 'for actuating said main clutch and for causing said last named jaw-clutch member to engage or bel disengaged from said rst named jaw-clutch member, and means interloclred with said motor controlling means for permitting the reclosing of said auxiliary clutch only under predetermined conditions of operation of said motor.

l0. lln a motor vehicle, in eombination, e motor, means lfor controlling the operation oit said motor, a driven member, change-speed gearing operatively connecting Said motor and said driven member, a main clutch for disconnecting said change-speed gearing from said motor, a driving shaft having one end operatively connected to said main clutch, a power-transmitting and gear-Wheelsupporting member comprising a short shaft having its outer end rotatably supported in the end of said driving shaft, a driven portion axially' alined with said short shaft', a

jaw-clutch member on said driven portion, and an eXteriorly-splined hollow shaft rotatably mounted on said shortshatt, and having the change-speed gear Wheels mounted thereon, a jaw-clutch member on said hollow shaft, manually operable means for actnatiiml said main clutch and for causing said last named jaw-clutch member to engage or be disengaged from said irst named Qroi-m' a. srmtirnnnons'r. 

